Remote control apparatus



- ,1936. H. c. VANTASSEL REMOTE CONTROL APPARATUS Original Filed Jan. 21, 1929 H. Y e m s o s w MFA ..n fig med m m MWN Patented Sept. 8, 1936 2,053,928 REMOTE CONTROL APPARATUS Harry 0. Vantassel, Pittsburgh, Pa., assignor to TheUnion Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application January 21, 1929, Serial No. 334,081 Renewed July 3, 1931 61 Claims.

My invention relates to remote control apparatus, and particularly to apparatus for safely controlling traffic governing devices such as railway switches and signals froma distant point.

One feature of my invention is the provision of means for separately controlling a switch and associated signals over three conductors by a switch lever and a signal lever respectively, and for separately controlling these two levers over the same three conductors by the switch and the signals respectively.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view showing one form of remote control apparatus embodying my invention.

Referring to the drawing, the reference characters I and la designate the track rails of a stretch of a main railway track AA connected, by means of a switch F, with a passing siding BB. The portion of track AA and of siding BB adjacent switch F are divided from adjoining portions of track AA and siding BB, respectively, by insulated joints 2 to form what is known as a detector track section for switch F. This detector track section is provided with a track circuit comprising a track battery 3 and a track relay T, for controlling the switch and signals in accordance with traflic conditions in the stretch.

Eastbound traffic, that is, traffic moving from left to right, as shown in the drawing, is governed by signals SI and S2 which are mounted on a common mast I41 and which as here shown are of the semaphore type. Signal SI governs trafiic moving over switch F in its normal position on the main track AA, whereas, signal S2 governs moves over switch F in its reverse position onto siding BB. Westbound trafiic moving over track AA is governed by a signal S3, and westbound traflic moving from siding BB to main track AA is governed by a signal S4.

Switch F is controlled by a polarized switch control relay 'G, which is in turn controlled by a manually operable switch lever VI having normal and reverse positions N and R, respectively and lock positions X, B, D and Y. Lever VI is equipped with nine contacts 45, II I25, I26, 5, I, 8, 58 and '69. Contacts 45 and II serve as a polechanger for operating relay G. Contact 45 is *clo'sed'when lever VI is at points A or B or in any intermediate position, and contact II is closed while lever V! is at points D or E or in any intermediate position. Contacts I25 and I are closed while lever VI is in its N position only; contact "6 is closed while lever VI is at point C only; contacts I26 and 8 are closed while lever VI is in its R position only; contact 68 is closed while lever VI is at points B or X or in any intermediate position; and contact 69 is closed while lever -VI is at points D or Y or in any intermediate position. Switch indication means comprising an electric lock LI arrests the movement of lever VI at positions X and D while lever VI is being operated from its N to its R position, and arrests the move- 10 ment of lever VI at positions Y and B while lever VI is being operated from its R to its N position.

As here shown, switch F is operated byia switch machine comprising a motor 9 having an armature I48 and a field winding I49. The operating circuits for motor a are controlled in the well known and usual manner by polarized relay G, and form no part of my present invention and are therefore omitted from the drawing.

A switch indication relay K is also controlled in the well known and usual manner by a polechanger operated by switch F, and the control circuits for relay K are therefore also omitted from the drawing. A second switch indication relay KK is associated with and controlled in part 3 by lever VI, and is controlled in part'also by the first switch indication, relay K and by the switch control relay G; Relay KK is provided with a normal and a reverse winding having a common terminal to which wire 65 is connected. When current flows through the normal winding, the contacts of relay KK are closed in the normal direction, and when current flows through the reverse winding, the contacts of relay KK are closed .in the reverse direction. The construction of relay KK is such that, when both its'windings are de-energized, its contacts remain closed in the direction controlled by the winding which was last previously energized.

Signals SI, S2, S3 and S4 are controlled by polarized signal control relay H, which is'in turn controlled by a manually operable signal lever V2 having a normal or stop position n, a lefthand clear or proceed position m, and a righthand clear or proceed position 1, as well as aleft lock position b, and a right lock position (1. Lever V2 is equipped with contacts 43, I45, I5, 63, I9, 20,

21, I38, I39, 90, B9, 96, 91,I2B and I29. Contacts 43, 63 and I9 are closed while lever V2 is in .its 12. position only; contacts I45, 20, 9B and 96 are closed while lever V2 is .in its m position only; contacts 15, 2|, 89 and 91, are closed While lever V2 is in its .1" position only; contacts I38 and I28 are closed while lever V2 is at points a or b or in any intermediate position; and contacts I39 and' I29 are closed while lever V2 is at points d or e or in any intermediate position. Lever V2, when operated to its r position, controls the normal energization of relay H for controlling signals SI and S2, and, when operated to its m position, controls the reverse energization of relay H for controlling signals S3 and S4. Signal indication means comprising an electric lock L2 arrests the movement of lever V2 at point b while lever V2 is being returned from its m to its 11. position, and arrests the movement of lever V2 at point (1 while lever V2 is being returned from its r to its n position. V

Levers VI and V2 may be grouped with other similar levers at some central control point such as a train despatchers office, from which point three conductors comprising a combined switch control and signal indication wire 4|, a combined signal control and switch indication wire 60, and a common wire 30 extend to the station at which switch F and the signals S are located.

Each of the signals SI, S2, S3 and S4 operates a circuit controller designated by the reference character y with a suffix corresponding to that of the reference character for the signal. Each of these circuit controllers operates three contacts, one of which, such as contact 5| of circuit controller yI, is closed while the arm of its signal SI is in the stop position, the second of which, such as contact III of circuit controller yI, is closed while the arm of its signal SI is in a po sition from three to five degrees away from the stop position, and the third of which, such as contact 85 of circuit controller yl, is closed while the arm of its signal SI is at any point from fifteen to ninety degrees away from the stop position.

Signals SI, S2, S3 and S4, by means of their circuit controllers y, control a slow release relay Z. A look releasing relay Q becomes energized when lever V2 is operated to its m or 1' positions for clearing a signal, and becomes deenergized when the signal arm has arrived at a point fifteen degrees away from the stop position. Relay Q can also be energized by the operation of a time releasing device W. A neutral signal clear indication relay P becomes energized when the arm of any one of signals SI, S2, S3 and S4 has reached the 15 degree point while clearing in response to the operation of lever V2 to its m or its r position. A stick locking relay M is provided with a pick-up circuit controlled by relay P, and with a stick circuit controlled by relay Q. Apolarized signal indication relay I is controlled in part by levers VI and V2, by signals SI, S2, S3, and S4, by signal control relay H, and by relay Z. Relay I is similar to relay KK, having a normal and a reverse winding and being so constructed that itscontacts will remain closed in the direction controlled by the winding last previously energized. An indicator 1', which in the form here shown is an electric lamp, is controlled in multiple with lock releasing relay Q.

A time releasing device U, which may be of the well known mercury type, is operated by lever V2,

being so arranged as to open its contact when lever V2 is operated to its m or its r position, and to again closeits contact upon the lapse of a measured interval after lever V2 has been returned from its m to its b position, or from its 1' to its d position. Release U enters into the control of electric lock L2.

Signals SI, S2, S3 and S4 are controlled in the well known and usual manner by polarized relay H and by a circuit controller operated by switch F, and hence the operating circuits for these signals, since they form no part of my present invention, are omitted from the drawing.

A source of current, here shown as a battery t, is located adjacent switch F, and sources of current, shown as batteries f and h, are located adjacent levers VI and V2.

Having thus described, in general, the arrangement and location of the various parts of the apparatus embodying my invention, I will now proceed to describe the operation of the apparatus.

' As shown in the drawing, all parts are in their normal condition, that is, switch F is set for traific moves along the main track AA, each of the signals SI, S2, S3 and S4 indicates stop, the detector track section is unoccupied, and levers VI and V2 are in their normal positions N and 71 respectively. With lever VI in its N position, cur- -rent is supplied to the normal winding of relay KK by a circuit passing from battery 1, through wires 4 and 5, contact I of lever VI, wire 9, the normal winding of relay KK, and wires 65, II and I2, to common terminal I3 of batteries f and h. With lever V2 in its n position, current is supplied to the normal winding of relay I by a circuit passing from battery 1, through wires I4, I5, I6, I1 and I8, contact I9 of lever V2, wire 22, the normal winding of relay I, and wires 23 and 24 to terminal I 3. The contacts of relays K and I are accordingly closed in their normal direction. With switch F in its normal position, relay K is energized in its normal direction, and hence the normal contacts of relay K are closed. With switch F in its normal position, relay G has been last energized in its normal direction, and hence the normal contacts of relay G are closed.

I will now assume that the despatcher desires to clear signal SI for a move over switch F normal. He accordingly operates lever V2 to its r position, thereby supplying current of normal polarity to relay H by a circuit passing from battery 1, through wires I4, I5, I6, I1 and I8, contact I5 of lever V2, wires 6| and 60, contact "I6 of relay G, winding of relay H, wire 'I'I, contact I8 of relay G, wires I9, 80, BI, 30 and 29, contact 28 of relay 1, wire 21, contact 26 of relay KK, and wires 25 and I2 to battery terminal I3. Relay H, being thus energized in its normal direction, causes signal SI to clear, switch F being in its normal position. Upon the operation of lever V2 to its r position, the control circuit for relay Q and the lighting circuit for lamp 1' are closed, passing from battery ,1, through wires I4, I5, I6, I! and 93, contact 94 of relay P, wire 95, contact 91 of lever V2, wire 98, winding of relay Q in multiple with lamp 1', and wire 24 to battery terminal I3.

When the arm of signal SI arrives at a point 15 degrees away from its stop position, the circuit for relay P becomes closed at contact 85 of circuit controller yI, and current then flows from battery it, through wire 41, contact 85, wire 86, contact 81 of relay H, wires 40, M and 88, contact 89 of lever V2, wire 9|, winding of relay P, and wires 92, 30 and BI back to battery t. Relay P, upon becoming energized, closes the circuit of relay M passing from battery 1, through wires I4, I5, I6, I! and 93, contact I02 of relay P, wire I03, winding of relay M, and wires I04, II, and I2 to battery terminal I3. Due to the energization of relay P, relay Q is again de-energized, and, with relay M now energized, a stick circuit for relay M is completed through back contact I05 of relay Q, this circuit passing from battery 1, through wire I4, contact I05, wire I06, contact I0'I of relay M, winding of relay M, and wires I04, II and I2 to battery terminal I3.

The operating circuit for signal S'I, as well as those for signals S2, S3, and S4, is controlled through a front contact of track 'relay '1', and hence, when a train passes signal SI in its clear position, the operating circuit for signal "SfI is opened by the shunting of relay "T, thereby causing the arm of signal :SI to return to its "stop" position. When the arm of signal SI moves from its proceed position to a point which is .15 degrees away from its stop position, the circuit for relay P is opened at contact 85 of circuit controller yl. The first pick-up circuit for relay Q is then again completed at back contact 94 of relay P, causing relay Q to again become energized. With relay P now de-energiz'ed and relay Q energized, both the pick-up circuit and the stick circuit of relay M are open, causing relay M to be (lo-energized.

During the movement of the arm of signal SI from a point 5 degrees 'to a point 3 degrees away from its stop position, relay Z becomes energized by a circuit passing from battery 1, through wire 41, contact IiI of circuit controller y l, wire I I2, the winding of relay '2, and wire 80 back to battery It. Relay Z, being slow releasing, retains its front contact in the closed position as the arm of signal SI continues to itsstopposi- 'tion where a second pick-up circuit-for relay Z becomes closed, and current then flows to relay Z, from battery 1, through wire 41, contacts 48, 49, 50, and 5| of signal-operated circuit controllers 'y4,' ya, g2 and g1, respectively, wires H3 and H4, contact H5 :of relay H, and wire I16 to the winding of relay Z.

When the train moves out or the detector section while lever V2 is still in its 1' position, relay T does not again become energized until the despatcher operates lever V2 away from its-r position causing relay H to become ole-energized. "The reason for this is that the track relay 'T is a stick relay having a pick-up circuit which includes back contact M2 of relay H. A stick cir- 'cuit for relay T includes front contact I43 of relay T in multiple with the pick-up circuit path through contact I42.

When leverVZ is returned to its d position, the reverse winding of relay I becomes energized by current flowing from battery 73, through wire 41, contacts '48, 49, '50, andSl of "circuit controller's 1 wires I I3 "and III, contact H8 of relay Z, wire H9, contact "I20 of relay H, wire 12], contact 122 of relay G, wires 123, 41,- 42 and I24, contact I o-f lever VI, wire I21, contact I 29 of lever V2, wire I30, contact I31 of relay P, wire I32, the reverse winding of relay I, wires 23, 24, I 2, and 25, contact 26 of relay KK, wire 21, contact 28 of relay vI, and wires 29, 30 and 8| backto'bat'tery -t. The contact of release U having been opened by the operation of lever V2 to its IT position, becomes closed again upon the lapse of a measured interval of time after lever V2 has been returned to its d position. Reverse contact I'3 3 of relay I being closed, due to the energization of the reverse winding of relay I, and the contact of release U being closed, electric lock L2 'is energized by cur- ,rent passing from battery .1, through wires I4 and I5, the contact of release U, contact I33 of relayI, wire I34, contact I 35 of release W, contact I86 of relay M, wire 31, contact 1'38 of lever V2, wire I46, winding of lock Llandwires I4 I, 23, and 24 to battery terminal I3. The operation of lever V2 can now be continued to the a position.

.I will .now assume that, While 'a train occupies th'edetec'tor track section, the despatcher, unaware of such occupancy, attemptsto clear sigrial-SI by operating lever V2 to its r position as already described; ERelay :H. becomes energized but the operating circuit of signal'SI, being controlled through a front contact of relayT, continues open, and hence signal SI does not clear.

Relay =Q becomes energized and lamp '2 becomes lighted, as previously described. Relay P,,however, *dOes not become energized, since the circuit for this relay continues open at contact 65 of circuit controller a l, and hence lamp i-continues lighted. The despatcher therefore-knows that signal 'S-I hasnot responded to the operation of lever V2, If he now returns lever V2 to its (1 position, the circuit of the reverse winding of relay I becomes closed as previously described, since .re'lay Z has been energized by its second pick-up circuit through contact II5 of relay H. After the lapse of a measured interval of time, release U closes its contact and the despatcher can then complete the return "of lever V2 to its n position.

I will now suppose that the despatcher desires to send 'a train from track AA to siding BB. Assuming that all parts of the apparatus are again in their normal condition, previously described, the despatcher proceeds to reverse lever VI.

When lever VI arrives at point A, the circuit for relay G becomes closed at contact of lever VI, and remains closed as the movement of the lever is continued to point X. Current therefore iflows'from battery h, through wires I2 and 25, contact 26 of relay KK, wire 21 contact 28 of relay I, wires 29, 30, and 81.,contact 32 of relay H, wire 33, winding of relay G, wire 34, contact '35 of relay T, wire 36, contact 31 of relay Z, wire 38,'c'ontact 39 of relay H, wires 40, ,4I, and 42, contact '43 of lever V2, wire 44, contact 45 of lever VI, and wire 46 back to battery it. Relay G, upon thus becoming energized, closes its neutral contacts. Its polar contacts, however, do not change position since its energization is now in the normal direction which is the direction in which it was last previously energized by the return of lever VI to the N position.

Since switch F is in its normal position, relay K is energized in its normal direction and hence its polar contacts are closed in their normal position. The reverse winding of relay KK now becomes energized by current flowing from battery t, through wire 41, contacts '48, 4 9, 50 and 5| of circuit controllers 1;, wire 52, contact 53 of relay T, wire 54, contact 55 of relay K, wire56, contact '51 of relay G,.wir'e 58, contact 59 of relay G, wires 60, '6I and 62, contact 63 of lever V2, wire 64, the reverse winding of relay KK, wires $5, II and 25, contact 26 of relay KK, wire 21, contact '28 of relay I, and wires 29, 30 and BI back to battery t.

When lever VI arrives at point X, the circuit of lock L! is completedat contact 68 of lever vi, and current therefore flows from battery 1, through wire 4, contact '65, wire 61, contact '68 or lever V-I, winding of lock LI, and wires IO, M and 12 to battery terminal 43. The operation of lever V'I can now be continued past looking point X to locking point .D.

.As lever VI passes point C, the normal winding of relay KK'becoine's energized by current flowing from battery 7, through wires 4 and 5, contact 6 of lever VI, wire 9, the normal wind ing of relay K, and wiresfiS. II and I2 to bat- I t'ery terminal I3. Normal contact26 of relay KK therefore becomes again closed.

At point D, the reverse control circuit of relay G is completed through contact TI of lever VI, and "current now flows from battery 7, through wires 4, 5 and Ill, contact II, wire 44; contact 43 of lever V2, wires 42, 4| and 40, contact 39 of relay H, wire 38, contact 31 of relay Z, wire 36, contact 35 of relay T, wire 34, winding of relay G, wire 33, contact 32 of relay H, wires 31,30 and 29, contact 28 of relay I, wire 27, contact 25 of relay KK, and wires 25 and I2 to battery terminal I3. The polar contacts of relay G now become closed in their reverse position, causing switch F to be operated to its reverse position.

Upon the completion of the operation of switch F to its reverse position, relay K becomes energized in its reverse direction and hence closes its contacts in their reverse position. A circuit is now closed for the reverse winding of relay KK. This circuit is the same as previously traced except that it includes, around contacts 55 and 51 of relays K and G, respectively, a branch path passing from wire 54, through contact I2 of relay K, wire I3, and contact I4 of relay G to wire 58. The winding of lock LI is now energized by a circuit which is the same as previously traced except that it passes through contact 69 instead of through contact 68 of lever VI. The operation of lever VI can now be continucd to its R position where the normal winding of relay KK again becomes energized by current flowing from battery I, through wires 4 and 5, contact 8 of lever VI, wire 9, the normal winding of relay KK, and wires 65, II and I2 to battery terminal I3. Contact 26 of relay KK now again becomes closed.

The despatcher now reverses lever V2 to its 1' position, causing relay H to become energized by the circuit previously traced. With relay H energized in the normal direction, and with switch F in its reverse position, a local operating circuit causes the arm of signal S2 to be operated to its proceed position. The operations of relays Q, P and M, and the lighting of lamp 1, are similar to those previously described in connection with the clearing of signal SI, and will be readily understood from the drawing without further description.

If, now, the despatcher should desire to return the arm of signal S2 to its stop position before a train enters the detector section, he will return lever V2 to its d position as before. Relay P is thus de-energized, but relay M continues energized through its stick circuit. Since relay M is energized, the circuit of lock L2 is open at contact I36 of relay M, and, in order to continue the operation of lever V2 to its n position, the despatcher must operate time release W. A second pick-up circuit for relay Q, and the lighting circuit for lamp i are thereby closed, and hence current flows from battery f, through wires I4, I5, I6 and 99, contact I00 of relay M, contact IIII of release W, the winding of relay Q and lamp 1' in multiple with each other, and wire 24 to battery terminal I3. Relay Q, upon becoming energized, opens the stick circuit for relay M which is thereby deenergized. The despatcher will now start the operation of' release W to its normal position. After a measured interval of time, contact I 35of release W closes, completing the control circuit previously traced for lock L2. The operation of lever V2 can now be continued to its 11. position.

If, then, the despatcher wishes to return switch F to its normal position, he proceeds to return lever VI to its normal position. When lever VI reaches point E, relay G again becomes energized in its reverse direction, completing the reverse circuit for relay K through contacts I4 and I2 of relays G and K respectively. The control circuit for lock LI, through contact 69, is again completed at point Y, and the movement of lever VI can then be continued as far as its B position. As lever VI passes point C, the normal winding circuit for relay KK again becomes closed through contact 6 of lever VI, as previously traced, causing relay K to open its contact 66 and close its contact 26. With lever VI at the B position, relay G is again energized in its normal direction, causing the return of switch F to its normal position, whereupon the reverse circuit of relay KK becomes 'closed through contacts 55 and 51 of relays K and G respectively as previously traced. The circuit for lock LI is now completed, and hence the operation of lever VI can be continued to its N'position.

The operation of the apparatus for traffic moves other than I have traced will be readily understood from the foregoing description and the accompanying drawing.

Although I have herein shown and described only one form of remote control apparatus cmbodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a railway track switch, a polarized control relay which controls the operation of said switch to its normal or its reverse position according as said control relay is energized in its normal or its reverse direction re spectively, a manually operable lever having a normal and a reverse position, an electric lock which when de-energized arrests the movement of said lever at a first and a second locking point during the operation of said lever from its normal to its reverse position and at a third and. a fourth locking point during the operation of said lever from its reverse to its normal position, a polarized indication relay the polar contacts of which while said indication relay is de-energized remain closed in their normal or their reverse direction according as said indication relay has been next previously energized in its normal or its reverse direction respectively, means for energizing said control relay in its normal direction when said lever is at its first or its fourth locking point while a normalcontact of said indication relay is closed, means for energizing said control relay in its reverse direction when said lever is at its second or its third locking point while a normal contact of said indication relay is closed, means for energizing said indication relay in its normal direction while said lever is in its normal or its reverse position or at a given point between said second and fourth locking points, means for energizing said indication relay in its reverse direction while said control relay is energized when said switch occupies the position controlled by said energization of the control relay, and means for energizing said look when a reverse contact of said indication relay is closed.

2. In combination, a railway track switch, a polarized control relay which controls the operation of said switch to its normal or its reverse position according as said control relay is energized in its normal or its reverse direction respectively, a manually operable lever having a normal and a reverse position, an electric lock which when de-energized arrests the movement of said lever at a first and a second locking 'point. during the operation of said lever from its normal to its reverse position and at a. third and a fourth looking point during the operationof' said lever from its reverse to. its. normal position, a first polarized indication relay energized in its normal or its reverse direction according as said switch, occupies its. normal or its reverse position respectively, a second polarized indication relay the polar contacts of which while said second indication re lay is de-energized, remain closed in their normal or their reverse direction according as said second indication relay has been next previously energized in its normal or its reverse direction respectively, means for energizing said control relay in its normal direction when said lever isat its first or fourth locking points while a normal contact of said second indication relay closed, means for energizing said control relay in its reverse direction when said lever is at its second or third locking points while a normal contact of said second indication relayis closed, means for energizing said second indication relay in its normal direction while said lever is in its normal or its. reverse position or at a given point between said second and fourth locking points, means for energizing said second indication relay in its reverse direction while said control relay and said first indication relay are both energized in their normal direction or while said control relay and said first indication relay are both energized in their reverse direction, and means for energizing said look when a reverse contact of said second indication relay is closed.

3. In combination, a railway signal, a control relay for said signal, a manually operable means, means including said manually operable means for controlling said relay, a neutral indication relay controlled by said signal, a polarized indication relay, means including said manually operable means for energizing said polarized indication relay in a normal direction, means for energizing said polarized indication relay in the reverse direction when said signal indicates stop and said neutral indication relay is energized, and indication means, controlled by said polarized in dication relay.

4. In combination, a railway signal, a control relay for said signal, a manually operable means, means including said manually operable means for controlling said relay, a neutral indication relay controlled by said signal, a polarized indication relay, means including said manually operable means for energizing said polarized indication relay in a normal direction, means for energizing said polarized indication relay in the reverse direction when said signal indicates stop and said neutral indication relay is energized, an electric lock which when de-energized prevents the return of said manually operable means to its normal position from a position for energizing, said control relay, and means including a reverse contact of said polarized indication relay for energizing said electric lock.

5. In combination, a railway signal, a control relay for said signal, a manually operable lever having a normal and a reverse position, means for energizing said relay when said lever is in its reverse position, a neutral indication relay controlled by said signal, a polarized indication relay, means including said lever for energizing said polarized indication relay in a normal direction, means for energizing said polarized indication relay in the reverse direction when said signal indicates stop and said neutral indication relay is energized, a stick locking relay, a lock releasing relay, means for energizing said stick locking relay when said'signal indicates proceed, means for continuing the energization of said stick looking relay while said lock releasing relay is deenergized, a first means for energizing said lock releasing relay when said lever is in its reverse position'and said, signal has not completed its response to said control relay, a second means for energizing said lock releasing relay when a. time,- releasing device is operated to a reverse position while said stick locking relay is energized, an, electric lock. which when de-energized prevents the return of said lever from its reverse .to its normal position, and means for energizing said electric look when, a reverse contact of said polarized indication relay is closed and said time releasing device, is in its normal position and a, back contact of said lock releasin relay is; close 6. In combination, a railway switch, a signal governing the movement of traffic over said switch, two control wires and a common wire extending from a remote point: to a pointadjacent. said switch, a first manually operable means at said remotepoint controlling said switch over the firstv of said control wires and said common wire, a second manually operable means at, said remote point controlling: said sign l CV th second. of said control: wires and said common, wire, a first indication relayat; said remote point controlled over said second control wire and said common wire in accordance with the position of said switch, and a second indicat n r y a sa d remote point controlled over said first control wire and said common wire in accordance with the. position of said signal.

, 7.. In combination, a railway track switch, a signal governing the movement of, trafiic over said switch, two control wires. and a, common wire. extending from a remote point to a point,

' adjacent said switch, a switch control relay for controlling said switch, a first andasecond manually operable, means at said remote point. each having a normal and a reverse positio means including said first manually operable means in its reverse position, for energizing said switchcontrol relay over the first of said control wires,

and said common wire, while said second manually operable means is, in its normal position, a signal control relay for controlling; said signal, means including said second manually operable m ans in itsrev l se position for ener iz n s signal control relay over said ommon, wire. and the. second of said control wires when. said switch control relay is de-energized, a switch indication, relay, means controlled in accordance with the position of said switch for energizing said switch indication relay over said second control wire. and said common wire, a. signalv indication relay, means controlled in accordance with the position of said signal for energizing said signal indication relay over said first control wire and said common wire, a first indication means controlled by said switch indicationv relay, and a second indication means controlled by said signal indication relay.

8. In combination, a'rai'lway signal, a manuallyoperable means, a signal control relay. controlling said signal, means including said manually operable means for controlling said signal relay, means for energizing said indication relay when said signal indicates stop while a front contact of said slow release relay is closed, and indication means controlled by said indication relay.

9. In combination, a railway switch, signals governing trafiic over said switch, a switch control relay, a signal control relay, a switch lever, a signal lever, a switch indication relay, a signal indication relay, a combined switch control and signal indication wire 4!, a combined signal control and switch indication wire 60, a common wire 30, a circuit for said switch control relay controlled by said switch lever and including a normal signal lever contact and a back contact of said signal control relay as well as said wires 4| and 3|], a circuit for said signal control relay controlled by said signal lever and including a back contact of said switch control relay and said wires and 30, a circuit for said switch indication relay controlled by said switch and including said wires 60 and 30, a circuit for said signal indication relay controlled by said signals and including contacts on said signal lever as well as said wires 4! and 30, and indication devices controlled by said indication relays.

10. In combination, a railway switch, a signal governing the movement of traffic over said switch, two control wires and a common wire, a circuit including said common wire and the first of said control wires for controlling said switch, a circuit including said common wire and the second of said control wires for controlling said signal, a first indication device, a second .indication device, a circuit controlled by said switch and including said common wire and said second control wire for controlling said first indication device, and a circuit controlled by said signal and including said common wire and said first control wire for controlling said second indication device.

11. In combination, a railway switch, a signal to govern the movement of traffic over the switch, operating means for the switch and signal, and a relay controlled by traffic conditions for governing the operation of the switch and of the signal by said operating means, said relay being arranged to permit movement of the switch only when energized and to permit the clearing of the signal only when deenergized.

12. In combination, a railway switch, a signal to govern the movement of traflic over the switch, operating means for the switch and signal, a relay for governing the operation of the switch and of the signal by said operating means and arranged to permit a movement of the switch only when energized and to permit the clearing of the signal only when deenergized, means responsive to traflic conditions to effect energization of said relay, and a remote controlled means to at times effect deenergization of said relay.

13. In combination, a railway switch, a signal to govern the movement of traflic over the switch, operating means for the switch and signal, a relay for governing the operation of the switch and of the signal by said operating means and arranged to permit a movement of the switch only when energized and to permit the clearing of the signal only when deenergized, a traffic controlled means, a remote controlled device, and

a circuit means jointly controlled by said traflic controlled means and said remote controlled device to govern the energizing and deenergizing of said relay.

14. In combination. a track switch of a railway system, a switch machine for operating said switch to normal or reverse, a signal associated with said switch for governing movement of trafiic over said switch, and a relay which if picked up closes a circuit for clearing said signal and when released closes a circuit for controlling said switch machine to operate the switch to normal or reverse, whereby said switch machine cannot be operated unless said signal is at stop.

15. In combination, a track switch of a railway system, a switch machine for operating said switch, a plurality of signals associated with said switch for governing movement of traific over said switch, and a relay having a contact which if in its energized position closes a circuit for clearing any one of said signals and when deenergized closes a circuit for controlling said switch machine, whereby said switch machine cannot be operated unless all of said signals are at stop.

16. In combination, a track switch, a switch machine for operating said track switch, a signal for governing movement of trafiic over said track switch, a signal control relay which if energized permits clearing of said signal, a switch control relay for controlling said switch machine, two levers, two line circuits, one lever for controlling the energization of said signal control relay over one line circuit and the other lever for controlling the energization of said switch control relay over the other line circuit, and a contact in the control circuit of said switch control relay closed only if said signal control relay is deenergized.

17. In combination, a track switch, a switch machine for operating said track switch, a signal for governing movement of traffic over said track switch, a signal control relay which if energized permits clearing of said signal, a switch control relay for controlling said switch machine, two levers, one for energizing said signal control relay and the other for energizing said switch control relay, and a contact in the control circuit of said switch control relay closed only if said signal control relay is deenergized and has been deenergized for a predetermined period of time.

18. In combination, a section of railway track including a track switch, signals for governing trafi'ic through said section; means for controlling the switch and signals from a remote point comprising switch and signal control levers at said remote point, and switch and signal control relays adjacent said section; a switch control circuit including contacts of the switch control lever, a first line circuit and the switch control relay; a signal control circuit including contacts of the signal control lever, a second line circuit and the signal control relay; a stick track relay for the section connected to the rails through its own front contact, a shunt for said track relay contact comprising a back contact of the signal control relay, and means for controlling said switch by said track relay comprising a front contact of the track relay included in said switch control circuit.

19. In combination, a track switch of a railway system, a switch machine for operating said switch to normal or reverse, a signal associated with said switch for governing movement of traffic over said switch, a signal control relay for clearing the signal when said relay is energized, and a contact independent of said signal and closed when the control circuit of said relay is open and the relay thereby deenergized and insaid remote point, and switch and signal control relays adjacent said section; a switch control circuit including contacts of the switch control lever, a first line circuit and the switch control relay; a signal control circuit including contacts of the signal control lever, a second line circuit and the signal control relay; means for opening the switch control circuit when the signal control lever is moved to a position to clear a signal, and means for maintaining said circuit open when a, train accepts the signal and moves through the section, until said section becomes unoccupied and the signal control lever has been moved to a position to open the signal control circuit.

30. In combination, a section of railway track including a track switch, signals for governing trafilc through said section; means for controlling the switch and signals from a remote point comprising switch and signal control levers at said remote point, and switch and signal control relays adjacent said section; a switch control circuit including contacts of the switch control lever, a first line circuit and the switch control relay; a signal control circuit including contacts of the signal control lever, a second line circuit and the signal control relay; means for opening the switch control circuit when the signal control lever is moved to a position to clear a signal, and means for preventing the closing of the switch control circuit for a predetermined period of time when the signal lever is moved from such position to put the signal to stop.

31. In combination, a railway track switch, a signal governing the movement of trafiic over said switch, two control wires and a common wire extending from a remote point to a point adjacent said switch, a switch control relay for controlling said switch, a signal control relay for controlling said signal, a switch lever having a normal and a reverse position and a signal lever having a clear and a stop position and both located at said remote point; means including said signal lever, one of the control wires, and the common wire for controlling the signal control relay to clear the signal or to put it to stop in accordance with the position of the signal lever; and means including the switch lever, the other control wire, the common wire, and a back contact of the signal control relay for energizing the switch control relay to operate the switch to a normal or a reverse position in accordance with the position of the switch lever; whereby the switch may be operated only when the signal control relay is deenergized. Y

32. In combination, a railway track switch, a signal governing the movement of traific over said switch, two control wires and a common wire extending from a remote point to a point adjacent said switch, a switch control relay for controlling said switch, a signal control relay for controlling said signal, a switch lever having a normal and a reverse position and a signal lever having a clear and a stop position and both located at said remote point; means including said signal lever, one of the control wires, and the common wire for controlling the signal control relay to clear the signal or to put it to stop in accordance with the position of the signal lever; and means including the switch lever, the other control wire, the common wire, and a contact of the signal lever closed only when said lever is in a position to put the signal to stop, for energizing the switch control relay to operate the switch to a normal or to a reverse position in accordance with the position of the switch lever; whereby the switch cannot be operated unless the signal lever has been returned to the stop position.

33. In combination, a railway track switch, a signal governing the movement of traffic over said switch, two control wires and a common wire extending from a remote point to a point adjacent said switch, a switch control relay for controlling said switch, a signal control relay for controlling said signal, a switch lever having a normal and a reverse position and a signal lever having a clear and a stop position and both located at said remote point; means including said signal lever, one of the control wires, and a common wire for controlling the signal control relay to clear the signal or to put it to stop in accordance with the position of the signal lever; and means including the switch lever, the other control wire, the common wire, and a contact of the signal lever closed only when said lever is in a position to put the signal to stop and has been in such position for a predetermined period of time, for energizing the switch control relay to operate the switch to a normal or to a reverse position in accordance with the position of the switch lever; whereby the switch cannot be operated unless the signal lever has been returned to the stop position and the signal has been at stop for a predetermined period of time.

34. In combination, a railway track switch, a

signal governing the movement of traffic over said switch, two control wires and a common wire extending from a remote point to a point adjacent said switch, a switch control relay for controlling said switch, a signal control relay for controlling said signal, a switch lever having a normal and a reverse position and a signal lever having a clear and a stop position and both located at said remote point; means including said signal lever, one of the control wires, and the common wire for controlling the signal control relay to clear the signal or to put it to stop in accordance with the position of the signal lever; and means including the switch lever, the other control wire, the common wire, a time controlled contact closed only when the signal control relay has been deenergized for a predetermined period of time, for energizing the switch control relay to operate the switch to a normal or to a reverse position in accordance with the position of the switch lever; whereby the switch cannot be operated unless the signal has been at stop for a predetermined period of time.

35. In combination, a railway track switch, a signal governing the movement of trafiic over said switch, two control wires and a common wire extending from a remote point to a point adjacent said switch, a switch control relay for controlling said switch, a signal control relay for controlling said signal, a switch lever having a normal and a reverse position and a signal lever having a clear and a stop position and both located at said remote point; means including said signal lever, one of the control wires, the common wire, and a back contact of the switch control relay for controlling the signal control relay to clear the signal or to put it to stop; and means including said switch lever, the other control wire, the common wire, and a back contact of the signal control relay, for energizing the switch control relay to operate the switch to a normal or reverse position in accordance with the position of the switch lever.

36. In a remote control system, a two position railway track switch at a remote point; a plurality of signals for governing traffic over said switch, including one for each direction for each position of the switch; a switch lever having two positions corresponding to the two positions of the track switch, a signal lever having two proceed positions and a stop position, a polarized switch control relay responsive to a movement of the switch lever from one position to the other to operate the switch to a corresponding position, a polarized signal control relay for clearing a signal for one direction or the other responsive to a movement of the signal lever to one proceed position or the other, or for putting all signals at stop when said lever is in its stopposition; means including contacts control-led by the signal lever for preventing operation of the switch control relay by the switch lever when the signal lever is in a proceed position, and means effective when the signal lever is moved away from such position to delay the closing of said contacts, whereby said switch cannot be operated until all signals have been at stop for a predetermined period of time.

37. In combination, a two position railway track switch; a plurality of signals for governing traific over said switch, including one for each direction for each position of the switch; two control Wires and a common wire extending from a remote point to a point adjacent said switch, a polarized switch control relay for controlling said switch, a polarized signal control relay for controlling said signals; a switch lever having a normal and a reverse position, and a signal lever having two proceed positions and a stop position both located at said remote point; means including said signal lever, one of the control wires and the common wire for controlling the signal control relay to clear a signal for one direction or the other in accordance with the position of the switch when the signal lever is moved to one proceed position or the other, or to put all signals to stop when moved from such positions; and means including the switch lever, the other control wire, the common wire, and a back contact of the signal control relay for energizing the switch control relay to operate the switch to one position or the other in accordance with the position of the switch lever; whereby the switch may be operated only when the signal control relay is deenergized.

38. In combination, a two position railway track switch; a plurality of signals for governing trafiic over said switch, including one for each direction for each position of the switch; two control wires and a common wire extending from a remote point to a point adjacent said switch, a polarized switch control relay for controlling said switch, a polarized signal control relay for controlling said signals; a switch lever having a normal and a reverse position, and a signal lever having two proceed positions and a stop position both located at said remote point; means including said signal lever, one of the control wires and the common wire for controlling the signal control relay to clear a signal for one direction or the other in accordance with the position of the switch when the signal lever is moved to one proceed position or the other, or to put all signals tostop when moved from such positions; and means including the switch lever, the other control wire, the common wire, a time controlled contact closed at the end of a predetermined time interval following a movement of the signal lever from a proceed position for energizing the switch control relay to operate the switch to a normal or to a reverse position in accordance with the position of the switch lever when all signals have been at stop for said time interval.

39. In combination, a plurality of energy-responsive devices, a manually operable device, means controlled by said manually operable device for controlling said energy-responsive devices, an indication means, and means controlled by said manually operable devise for energizing said indication means when the condition of said energy-responsive devices does not correspond to the condition of said manually operable device.

40. In combination, a plurality of railway traffic governing devices, a control means for controlling said traiiic governing devices, an indication means, and means controlled by said control means for energizing said indication means when the condition of any of said railway trafiic governing devices does not correspond to the condition of said control means.

41. In an interlocking system for railways, a railway track switch, a signal for governing the movement of traffic over the switch, a control circuit for controlling the switch, a manually operable lever for controlling the signal, means for closing the control circuit including a short time element device rendered efiective when said lever is moved to put the signal to stop, a long time element device, and means for at times governing the control circuit by the long time element device.

42'. In combination with a railway switch, a signal governing traific over said switch, a lever controlling said signal, locking means at times preventing operation of said switch, a first time element device controlled by said lever and controlling said locking means, a second time element device, and apparatus controlled in accordance with trafiic conditions adjacent said switch for at times placing said locking means under the control of said second time element device.

43. ,In combination with a detector track section containing a railway switch and provided with a track relay, a signal governing traific into said section, a lever controlling said signal, locking means at times preventing operation of said switch, a first time element device controlled by said lever and controlling said locking means, a second time element device, and apparatus controlled by said track relay for at times placing said, locking means under the control of said second time element device.

44; In combination with a railway track switch and a signal for governing the movement of trailic over the switch, a locking circuit adapted when closed to permit operation of the switch, a control lever effective in a first position to close a contact for clearing the signal and in a second position to close a contact controlling said looking circuit, a time element device controlled by the lever for delayingrthe closing of the locking circuit for a predetermined time interval after the lever is moved from said first position, a second time element device for delaying the closing of the locking circuit for a longer time interval after the lever is moved from said first position, and means controlled by traific conditions for at times requiring operation of said second time element device to permit the closing of said locking circuit.

. 45. In combination with a section of railway track containing a track switch, a signal for governing the movement of traific over the switch, a

locking circuit, means effective whensaid circuit is open for at times preventing operation of the switch, a control lever effective in a first position to close a contact for clearing the signal and in a second position to close a contact controlling the locking circuit, a first time element device for delaying the closing of said locking circuit for a predetermined time interval after said lever is moved to its second position, a second time element device, and means eifective if said lever is moved to its second position when said section is unoccupied for placing said locking circuit under the control of said second time element device.

46. In combination, a railway track switch, a signal governing traffic over said switch, manual means for controlling said signal, locking means for at times preventing power operation of said switch, a first time element device controlled by said manual means and controlling said locking means, a second time element device at times controlling said locking means, a stick relay controlled by traflic conditions adjacent said switch, and means including a contact of said stick relay for at times requiring operation of said second timing device to permit the release of said locking means.

47. In combination, a detector track section containing a railway switch, a signal for governing the movement of trafiic over said switch, manual control means for said signal, and means effective after the manual control means is oper ated to put the signal to stop to temporarily withhold control of the switch, said control being withheld for a time interval which is relatively long or short depending on whether or not an approaching train has passed the signal at the time said manual control means is operated.

48. In combination, a section of railway track, a track switch in said section, a signal governing traffic over said track switch, locking means which if deenergized is at times eifective to prevent power operation of said switch, a control lever having a contact closed in a first position for clearing said signal and a contact closed in a second position included in an energizing circuit for said locking means, means for preventing the closing of said energizing circuit for a predetermined period of time following the movement of the control lever from its first to its second position provided an approaching train has passed the signal, and means for'increasing said period of time in the event said movement of the control lever occurs before such train has passed the signal.

49. In a remote control system, a railway track switch, a polarized control relay for operating the switch, a control lever for operating said relay, locking means for at times preventing the operation of said relay by said lever, and means eifective when said locking means is released requiring the energization of said relay in a direction corresponding to the last operated position of the switch before said relay can be energized in the opposite direction to operate the switch.

50. In a remote control system, a railway track switch, a polarized control relay for operating the switch, a control lever for operating said relay, locking means for at times preventing the operation of said relay by said lever, and means preventing the energization of said relay in a direction to operate the switch when said locking means is released unless said relay is first energized in a direction corresponding to the last operated position of the switch.

51. In a remote control system, a railway track switch, a polarized control relay for operating the switch, a control lever for operating said relay, locking means for at times preventing the operation of said relay by said lever, and means effective when said locking means becomes deenergized requiring the lever and the switch to be in corresponding positions before said relay can be operated to operate the switch.

52. In combination, a railway track switch, a polarized control relay for operating the switch, a locking relay, a control lever; a circuit for said control relay including a front contact of said locking relay and pole changing contacts controlled by said control lever for energizing said control relay in one direction or the other in accordance with the position of said lever when said locking relay is energized; locking means for preventing the energization of said circuit to reverse the control relay when said locking relay becomes energized, and means responsive to the energization of said circuit in a direction to retain said control relay in its last operated position for releasing said locking means.

53. In combination, a railway track switch, a polarized control relay for operating the switch, a control lever, a control circuit including said relay and contacts controlled by said lever for energizing said relay in a normal or reverse direction to operate the switch to its normal or reverse position, locking means for at times preventing the operation of said control relay for operating the switch, and means for releasing said locking means eifective only when the lever and the switch occupy corresponding positions.

54. In a remote control system, a railway track switch, a control lever, a polarized control relay actuated by said lever for operating said switch, locking means for at times preventing the actuation of said control relay by said control lever, and means for releasing said locking rendered effective by a movement of said lever to a position corresponding to the last operated position of said switch.

55. In a remote control system, a railway track switch, a control lever, a polarized control relay actuated by said lever for operating said switch, locking means for at times preventing the actuation of said control relay by said control lever, and other means effective to prevent the actuation of said control relay by said control lever to operate the switch unless said lever is first moved to a position to energize said control relay to a position corresponding to the last operated position of the switch.

56. In a remote control system, a railway track switch, a polarized control relay for operating the switch, a control lever, a circuit including said control relay and contacts controlled by said lever and adapted at times to be energized to actuate said relay to operate the switch to a position corresponding to the position to which said lever is moved, and means requiring the placing of the lever in a position corresponding to that of the switch to render said circuit effective.

57. In combination with a railway track switch, a polarized control relay for the switch, a control circuit for said relay, locking means controlled in accordance with traffic conditions adjacent the switch for at times opening said circuit, a polechanger at a point remote from the switch for energizing said circuit, manually operable means for reversing said pole-changer, and means for preventing the reversal of said pole-changer if said manually operable means is actuated when said control circuit is open.

58. In combination with a railway track switch, a polarized control relay for the switch, a control circuit for said relay closed only when traffic conditions are favorable for operating the switch, a pole-changer at a remote point for controlling the polarity of the current supplied to said circuit, and means for preventing the reversal of the polarity of the current supplied to said circuit unless said pole-changer is operated when said circuit is closed.

59. In a centralized traiiic controlling system for railroads, a track switch, a control lever, a switch control relay for operating said track switch when actuated by said control lever, signals for setting up routes over said track switch, locking means preventing actuation of said switch control relay whenever a route is set up over said track switch and for at least a predetermined time after the signal for that route is put to stop irrespective of the presence of a train approaching said switch, and means requiring said control lever to be in correspondence with said track switch subsequent to the unlocking of said looking means before said operating means can be actuated by said control lever.

60. In combination, a track switch, a switch machine for operating said track switch, a control lever, signals governing traffic over said track switch, approach locking means conditioned to prevent operation of said switch machine when said signals are conditioned to allow traflic over said track switch, a control circuit for said switch machine governed by said control lever subject to said approach locking means, means releasing said approach locking means and inefiective for at least a predetermined time after said signals have been conditioned to prevent movement of traflic over said track switch, said releasing means acting irrespective of a train approaching the switch, and means preventing the control of said switch machine by said control lever subsequent to the releasing of said approach locking means if said control lever is out of correspondence with said track switch.

61. In combination; a track switch; a switch machine for operating said track switch; signals for governing traffic over said track switch; a switch machine control lever; a switch machine control relay for controlling the operation of said switch machine; a circuit for said switch machine control relay governed by said control lever; approach locking means conditioned to prevent the governing of said switch machine control relay by said control lever when said signals are conditioned to allow the passage of traffic over said track switch; means restoring said approach locking means effective following at least a predetermined time after said signals have been conditioned to prevent movement of trafiic over said track switch and said restoring means actingirrespective of a train approaching said switch; and means preventing the control of said switch machine control relay by said control lever subsequent to the restoring of said approach locking means if said control lever is out of correspondence with said track switch upon such restoration.

HARRY C. VANTASSEL. 

